Motor vehicle



April 4, 1939. c, PAT N 2,152,660

MOTOR VEHICLE Filed Nov. 22, 1933 3 Sheets-Sheet l I April 4, 1939. c R PATON 2,152,660

MOTOR VEHICLE Filed NOV. 22, 1933 3 Sheets-Sheet 2 April 4, 1939. Q R PATON 2,152,660

MOTOR VEHICLE Filed NOV. 22, 1933 3 Sheets-Sheet 3 '"IIII/IIIII/IIIIIIIIIIIIIII Patented Apr. 4, 1939 UNITED STATES PATENT OFFICE MOTOR VEHICLE Application November 22, 1933, Serial No. 699,278

8 Claims.

This'invention relates to motor vehicles and more particularly to improvements in vehicles of the type in which the road wheels are independently sprung from the vehicle frame. It is the principal object of the invention to provide wheel supporting structure. which will materially improve the riding qualities of the vehicle and the ease with which steering may be effected.

As the result of the constant improvement of motor vehicle construction permitting extremely high maximum speeds, a need has developed for wheel suspensions which are more readily adaptable to varying road conditions than has heretofore been found necessary, particularly in connection with the heavier and faster vehicles, and

the use of suspensions in which the road wheels are permitted independent movement offers one solution of the problem. This type of wheel suspension has been long used successfully in Europe where it has been found desirable because of poor road conditions, but little attempt has been made to introduce it in this country where rough roads are very infrequently encountered.

Unfortunately, many difllculties have arisen in applying the principles of independent wheel suspension employed in European countries to the heavier vehicles which are capable of operation at extremely high speeds under the road conditions which obtain in this country, and con- 30 siderable modification of accepted European practice has been found necessary. Thus difficulty has been encountered as the result of excessive side sway of vehicles operated at high speed and the adoption of independent spring suspensions 35 of the type heretoforeproposed has not in general proven successful in eliminating'synchronous action between the steerable road wheels which is probably largely responsible for shimmy. 'Furthermore, in development of wheel suspen- 40 sions abroad relatively little thought has been given to .the steering mechanism and correct steering geometry has been the exception rather than the rule.

It is the purpose of the present invention to 45 overcome these and other difficulties hitherto encounteredin the adaptation of independent wheel suspension to modern conditions. To this end it is proposed as a part of the present invention to employ in the preferred embodiment 50 thereof! separate transversely extending axles pivotally supported on the vehicle frame, each axle being allocated to and supporting a single road wheel, the length of the axles being sufficient to ensure a relatively small curvature of the 55 arcuate path of travel in the rise and fall of the road wheels during movement over an uneven road bed. It is a feature of the invention that each axle is isolated from the frame by means of a shock absorbing device in such manner as to prevent transmission of vibrations through 5 the frame from one wheel to the other and theresultant development of the synchronous action between the two wheels as hereinbefore referred to.

It is a further feature of the invention that 1 the entire wheel suspension is isolated from the frame and that the wheel assemblies are isolated from each other by vibration absorbing devices in order that vibrational disturbances originating in the road wheels may not build up to disturbing 15 proportions. Thus one embodiment of the invention contemplates the employment of a transversely extending leaf spring acting between the frame and road wheels for resisting vertical movement of the latter, this spring being so anchored to the frame as to rock about a longitudinal axis, any rocking movement being resisted by vibration absorbing means.

A further object of the invention is the provision, in connection with the steerable road wheels of a vehicle, of mechanism for steering the wheels which is so disposed with respect to the path of movement of the wheels as they swing upwardly on meeting an obstruction that the wheel movement does not effect improper relative displacement of the several parts of the steering mechanism; in other words, it is a feature of the invention that substantially perfect steering is obtained. The transmission of shock from the road wheels to the steering column is thus avoided and the steering movement of the wheels may be properly controlled regardless of the nature of the road surface over which the vehicle is passing.

Further objects and features of the invention 40 will be apparent from the following description taken in connection with the accompanying drawings, in which Figure 1 is a transverse section of a motor vehicle frame illustrating one form of suspension constructed in accordance withthe principles of the invention;

Figure 21s a plan view of a portion of a vehicle frame corresponding to Figure 1;

Figure 3 is a longitudinal section on the line l! of Figure 1;

Figure 4 is a fragmentary transverse section taken substantially on the line 4-4 of Figure 2;

Figure. 5 is a fragmentary sectional view on the line H of Figure 4; Y

Figure 6 is a sectional view on the line 6-6 of Figure 2;

Figure 7 is a fragmentary sectional view taken substantially on the line 1-1 of Figure 2;

Figure 8 is a transverse sectional view corresponding to Figure 1 but showing a slightly modified form of the invention; and

Figure 9 is a sectional view on the line 99 of Figure 8. I

In describing the invention, reference will be made to the drawings in which the invention has been illustrated as applied to a suspension for the steerable road wheels of a vehicle. It will nevertheless be understood that no restriction of the invention is thereby contemplated since it is apparent that various features of the invention are equally as applicable to road wheels which are not steerable. It will also be appreciated that while the various elements disclosed in the drawings are described hereinafter by specific language, no limitation of the invention is thereby intended, a detailed description being given primarily to facilitate an understanding of the principles underlying the invention.

Referring first to the form of the invention shown in Figures 1 to 7 inclusive, it will be observed that the side frame members III and II of the vehicle are connected adjacent their forward ends by a cross frame member 2, these members being of the usual channel section. Brackets and I5 riveted or otherwise secured to the side frame members Ill and II as at l6 and to the forward and rearward sides respectively of the cross frame member I2 as at l1 and I8 depend from the frame and serve as fulcrums for the axles 20 and 2| respectively. It will be observed that the lower end of the bracket I4 is located forwardly of and the lower end of the bracket I5 is located rearwardly of the cross frame member l2, and the axles are bent as illustrated in Figure 2 to avoid interference, the axle 2|] lying for the most part to the front and the axle 2| lying for the most part to the rearof the cross frame member 12 when viewed in plan.

The manner in which each axle is fulcrumed.

in the associated bracket is illustrated more particularly in Figures 4 and 5 of the drawings. Thus the lower end of each bracket may be constructed to provide a substantially spherical seat 24 and a complementary cap member 25 having a substantially spherical inner face is bolted or otherwise secured to the bracket as at 25. Each axle end is provided with a spherical head 28 which is received within the spherical socket thus afforded, a liner 30, composed wholly or in part of rubber or similar material being interposed between the head 28' of the axle and the socket.

In practice the cooperating parts are so dimensioned that theapplication of the cap member 25 to the bracket after the axle end and the rubber sheath 30 have properly positioned serves to compress the rubber to some extent, thereby rendering it more responsive in the damping of vibrations and ensuring an accurate fit between e Each formed at its outer end to support one of the road heels 32 for steering movement in theconventional manner about axes inclined slightly with respect to the vertical; for instance the usual king pin 33 maybe provided, the wheel ing the wheel spindle 34 being JQurnalled on the king pin.

end thereof with a rearwardly extending enlarge ment or boss 36, and radius rods or torque arms 31 extend substantially longitudinally of the frame at either side thereof and are pivoted at their forward ends to the respective bosses 36 for swinging movement about substantially vertical axes 38. At the rearward end each torque arm 31 is journ'alled for universal movement in the associated side frame member. For this purpose the construction'shown in Figure 7 of the drawings may be employed, the arrangement being similar to that hereinbefore described for supporting the axles. Thus a bracket 40 may be secured to the lower side of each side frame member and the associated torque arm 31 may be provided with a spherical head portion 42 which is received in the spherical socket formed by the bracket 40 and the cap member 43 which is bolted at 44 to the bracket, a sheath of rubber 46 being interposed between the associated members.

In the form of the invention shown in Figures 1 to 4 inclusive of the drawings the movement in substantially vertical planes of the axles 20 and 2| in response to the normal rising and falling movement of the road wheels is resisted by a transversely extending leaf spring assembly 48 acting between the frame and the axles. Thus the outer ends of the leaf spring may be secured in the conventional manner by means of shackles 49 to arms 50 projecting inwardly from points adjacent the outer ends of the respective axles. A member 52 is fulcrumed adjacent the longitudinal center line of the vehicle, for instance by means of a bolt 53 passing through openings in the downwardly directed flanges of the cross frame member l2 and through the member 52 so that the latter is permitted a slight rocking movement about a substantially horizontal axis. The springassembly 48 is secured to the member 52 by the usual spring clips 54. The laterally extended arms of the member: 52 are yieldingly connected to the vehicle frame as shown more particularly in Figure 4 of the drawings, each arm being apertured as indicated at 56 to permit the passage therethrough of a bolt 51 and a bushing 58 surrounding the bolt, ample clearance being provided to permit of the introduction between the associated parts of a block 60 of rubber or similar deformable material.- It will be observed that the rubber block 60 is clamped between a disk shaped element 6| and the inner face of the cross frame member l2, the element 6| being retained on the bolt 5! and in engagement with the bushing 58 by'means of a. nut 62. It willbe appreciated that the rubber block 60 may be held under compression if necessaryto ensure proper response to vibrational disturbances and that the construction eflectively prevents the transmission to the frame of vibrations in the spring, the resultant rapid oscillation of the member 52 about its point of pivotal support on the frame causing deformation of the rubber-blocks 60 and consequent dissipation of the energy the form of heat.

It will be seen from the construction thus far described that each wheel is permitted to rise and fall independently of the other wheel about an axis connecting the points of pivotal support on the frame of the axle and the'torque arm associated with that wheel. Each axle is mounted entirely below the'frame and at a relatively low assembly including the steering knuckle 3| carry point, it being necessary only to ensure .that proper road clearance will be obtained, and it is p I, j jthus possible to reduce the tread variation of Each axle is fln'ther provided adjacent the'outer the wheel to a minimum. It will also be observed that the principal load is taken by the of v ibr'ation in leaf spring at a point adjacent the wheel spindle, thus permitting the use of axles of relatively light construction. I

On the application of brakes to a rapidly moving vehicle, there is a tendency to raise the rear end of the vehicle and depress the front end. By the employment of the construction described herein this tendency of the front end to dip is' resisted and materially reduced. Thus when the brakes are applied to the front vehicle wheels the wheel assemblies tend to rotate about the point of contact of the wheel tread with the ground in a counterclockwise direction as viewed in Figure 3. This twisting movement is resisted in the present construction by the torque arms 31 and is transmitted through the point of connection of these torque arms to the frame, tending to elevate the frame at this point and to substantially reduce or eliminate the undesirable dipping effect.

Bolted or otherwise rigidly secured to the steering knuckle iii of the road wheel 32 at the lefthand side of the vehicle is a steering knuckle arm 85 which is provided with the usual ball and socket connection 68 to a steering drag link .8, the latter having a similar connection 69 to the usual steering drop arm 10. The arm is carried on a shaft Ii extending through the side frame and operable by the conventional steering gear enclosed in the housing". It is important in order to obtain accurate steering and to reduce to a minimum the tendency of the wheels to shimmy that the distance between the members to which the drag link 88 is connected be neither shortened or lengthened as the associated road wheel rises and falls. Thus the forward end of the drag link 88 should, in swinging about the point of connection between the drag link and the steering drop arm III, execute an arc of movement which substantially coincides with the arc of movement executed by the outer end of the steering knuckle arm 05. It will .be appreciated that the desired result may be obtained with the present construction by locating the point of connection 89 between the drag link 88 and the steering drop arm 10 substantially in the axis about which the associated road wheel I! rises and falls, namely in the line connecting the points of pivotal support of the axle 20 and the torque arm 31 on the vehicle frame, this axis being indicated in Figures 2 and 3 of the drawings. By this means perfect steering is obtained, undesired movement of either roadwheel about its steering axis as the vehicle rises and falls being avoided. v

The two wheel assemblies are connected for conjoint steering movement by means of a tie rod having the usual articulated connection at IS with the steering arms 11 which are secured to or formed integrally withthe' knucklemembers 3| of the road wheel assemblies. While the very considerable length of the supporting axles and 2| and the torque arms 31 reduces to a minimum any error in steering which might arise from the employment of a tie rod construction of this type, it is found desirable to provide -some yielding means in the connection between the two wheel assemblies to compensate for slight inaccuracy in the relationship of the parts. It is furthermore desirable to, ensure that vibrations will not be transmitted through the tie rod 15 from one wheel to another and that no syn chronous vibration resulting in shimmy of the wheels will be developed. For this purpose it is proposed to interpose in the connection between the two road wheel assemblies an elastic device.

In the form of the invention shown more particulariy in Figures 2 and 6 this elastic device is inserted between the ends of the tie rod 15 and comprises a housing 80 which is split for a portion of its length as indicated at M and is' threaded internally as shown at 82 to receive a threaded sleeve N having a flanged portion 86, by means of which it may be turned down within the housing 80. A clamping device indicated generally at 88 surrounding the split portion of the housing retains the sleeve 84 against unintentional displacement within the housing 80. The housing 80 is preferably formed integrally with one end of the tie rod I5 and the other end of the tie rod extends within the housing, has a sliding fit within the sleeve M, and is provided with an enlarged end 88 preferably produced by deformation. This enlarged end 88 of the tie rod lies between the convolutions of a coil spring 09, the latter abutting at one end against the sleeve 84 and at the other end against a sleeve 90, the latter being retained in the position indicated by means of a threaded element 8i which serves to close a filler opening through which lubricant may be introduced to the interior of the tie rod and thus to ,the moving parts of the yielding device. Discharge of lubricant from the device may be prevented by the provision of a packing 88 in one end of the sleeve 88 and openings 94 are provided in the tie rod to ensure that the interior of the sleeve M will be adequately lubricated.

It will'be seen that by this construction the two ends of the tie rod are permitted a certain amount of relative longitudinal movement, the one and sliding within the other, and that this movement is resisted by the coil spring 8!, the degree of initial compression of the spring being adjusted by threading the sleeve 84 to a greater or less extent within the housing Iii.

In an alternative form of the invention the yielding connection in the linkage which associates the two steering wheel assemblies for conjoint movement may be located intermediate either of the steering arms l1 and the associated steering knuckle ii and isshown more particularly in Figure 9 of the drawings. Thus the knuckle ll may be providedxwith an inwardly extending boss 98 receiving: a substantially vertically disposed pivot pinsl on which is fuicrumed the associated steering arm. On either side of the point of pivotal support of the arm 11 a coil spring ll is located, this spring being received in oppositely facing recesses formed in the boss I! and the. adjacent portion-oi the v steering arm 11.

The degree of compression of the springs ll may be regulatedby means of bolts I8 threaded in the steering arms and engaging the ends of the coil springs 98. The function of the device shown in Figure 9 is quite similar to that disclosed in Figure 6, the arrangement permitting some slight inaccuracy in steering design and also damping and preventing the transmission of vibrations between the two" road wheels.

It will be observed from the construction thus far described that the wheel suspension is completely and effectively isolated from the "frame and the road wheels isolated from each other by means of shock absorbing and vibration damping devices, as the result of which any tendency of the wheels to vibrate in synchronism is effectively. prevented.

Referring now to the form of the invention shown in Figure 8 of the drawings, it will be seen that the construction is quite similar to that hereinbefore described with reference to Figures 1 to 4 inclusive with the exception that the torque arms 31 are eliminated, the stresses normally resisted by the torque arms being carried through the substantially longitudinally disposed leaf spring assemblies I02. Each of these leaf spring assemblies is secured at the rear end thereof in a bracket I03 rigid with the associated side frame member and is shackled or otherwise secured at its forward end to the vehicle frame in the conventional manner. Intermediate its ends each leaf spring is also secured to one of the pivoted axles by the usual spring clip I04.

With this construction either wheel assembly may rise and fall about an axis extending through the points of pivotal connection of the associated axle and the rearward end of the associated leaf spring assembly to the vehicle frame, and it will be understood that the steering construction described more specifically with reference to the form of the invention shown in Figures 1 and 2 of the drawings maybe employed in the modified arrangement illustrated in Figure 8, the point of connection of the rear end of the steering drag link 68 to the steering drop arm 10 being located in the pivotal axis of the associated wheel assembly.

Conventional shock absorbers H0 may be cons nected to each of the pivoted axles 20 and 2|, these shock absorbers being bolted or otherwise secured to the side frame members adjacent the forward ends of the latter as shown in Figure 3. The usual shock absorber arm Ill extends rearwardly in a substantially horizontal plane and is pivotally connected at H2 to a link I M, the latter being in turn pivotally connected at 6 to a lug H8 projecting from the associated axle. Any movement of the wheel assembly in response to irregularities in the road bed will thereby be claimed as new and desired to communicated to the shock absorber III) which is designed to function in the conventional man-.

net to resist rapid accelerative displacement of the .vehicle wheels Having thus described the invention, what is be secured by Letters Patent is:

1. In a motor vehicle, the combination vglth a vehicle frame, of a pair of steerable road wheels disposed at opposite sides of and adjacent one end of the frame, means supporting said wheels for independent substantially vertical movement in arcuate paths'about separate axes, a steering drag link operatively connected at one end with one of said wheels, and means pivotally connected with said drag link adjacent the opposite end thereof for operating the same, the pivotal connection between said last named means and said link lying substantially in the axis of movement of the associated wheel.

w 2. In a motor vehicle, the combination with a vehicle frame, of a pair of steerable road wheels disposed at opposite sides of and adjacent one end of the frame, means supporting said wheels for independent substantially vertical movement in arcuate paths about separate axes, said means comprising a pair of axles, one axle carrying each of said wheels, each of said axles extending transversely of said frame and being pivoted to the latter ata point on that side of the longitudinal center line of s aid frame remote from the associated wheel, a steering drag link operatively connected at one end with one of said wheels, and means pivotally connected withsaid drag link adjacent the opposite, end thereof for operatin the same, the pivotal connection between sai means and said link lying substantially in th axis of movement of the associated wheel.

3. In a motor vehicle, the combination with vehicle frame, of a pair of steerable road wheel disposed at opposite sides of and adjacent on end of the frame, means supporting said wheel for independent substantially vertical movemen in arcuate paths about separate axes, said mean comprising a pair of axles, one axle carrying eacl of said wheels, each of said axles extending trans versely of said frame and being pivoted to th latter at a point on that side of the longitudina center line of said frame remote from the associ ated wheel, a pair of torque arms extending longi tudinally of the frame adjacent opposite sides 0 the latter, each torque arm being operatively connected at its forward end with one of said axle: and having adjacent the rearward end thereof ax articulated connection with said frame, a steering drag link operatively connected at one em with one of said wheels, and means pivotally connected with said drag link adjacent the opposik end thereof .for operating the same, the pivotal connection between said last named means am said link being substantially aligned with the points of connection of the associated axle and torque armto said frame.

4. In a motor vehicle, the combination with a vehicle frame, of a pair of steerable road wheels disposed at opposite sides of and adjacent one end of the frame, means supporting said wheels for independent substantially vertical movement in arcuate paths about separate axes, said means comprising a pair of axles, one axle carrying each of said wheels, each' of said axles extending transversely of said frame and being pivoted to the latter at a point on that side of the longitudinal center line of said frame remote from the associated wheel, a pair of torque arms extending longitudinally of the frame adjacent opposite sides of the latter, each torque arm being operatively connected at its forward end with one of said axles and having adjacent the rearward end thereof an articulated connection with said frame, and yielding means acting between said frame and said axles to resist vertical movement of said axles.

5. In a motor vehicle, the combination with a .vehicle'frame, of a pair of steerable road wheel J assemblies disposed atopposite sides of and adjacent one end of the frame and supported on the latter, steering mechanism operatively connected with one of said wheel assemblies, and means connecting said wheel assemblies for conjoint steering movement, said means including a steeringarm associated with each wheel assembly, and a tie rod having articulated connection with said steering arms, one of said steering arms having a yielding connection with the associated wheel assembly.

6. In a motor vehicle, the combination with a vehicle frame, of a pair of steerableroad wheel assemblies disposed at opposite sides of and adjacent one end of the frame and supported on the latter, steering mechanism operatively connected with one of said wheel assemblies, and means connecting said wheel assemblies for conjoint steering movement, said means including a steering arm associated with each wheel assembly, and a'tie rod having articulated connection with said steering arms, one of said steering arnis having a yielding connection with the associated wheel assembly comprising a pivotal connection between said steering arm and said wheel assembly, and elastic means acting between said steering arm and said wheel assembly to resist pivotal movement therebetween.

7. In a motor vehicle, the combination with a vehicle frame, of a pair of steerable road wheels cal axes, means supporting each of said wheels on one of said axles for swinging steering movement only with respect thereto, and a pair of torque arms extending longitudinally of the frame, each of said torque arms being pivotally connected adjacent the rearward end thereof to the frame for movement about horizontal and vertical axes and being pivotally connected adjacent the forward end to one of said axles for movement about a substantially vertical axis only.

8. In a motor vehicle, the combination with a vehicle frame, of a pair of steerable road wheel assemblies disposed at opposite sides of and adjacent one end of the frame, means supporting said wheel'assemblies for independent rising and falling movement, said supporting means including an element operatively connected with each of said wheel assemblies, said element extending generally transversely of the frame and being pivotally supported on the latter for swinging movement in a substantially vertical plane, means supporting each of said wheel assemblies on one of said elements for steering movement only with respect thereto, a torque arm extending generally longitudinally of the vehicle and having a direct connection with said element and an articulated connection with said frame, said articulated connection including a rubber sheath interposed between and completely isolating said torque arm and frame to damp vibrations, and resilient means acting between said frame and said supporting means to resist rising movement of the wheel assemblies.

CLYDE R; PATON. 

